Throttle valve control device



1956 R. c. STRUTHERS 2,765,058

THROTTLE VALVE CONTROL DEVICE Filed Nov 13. 1952 INVENTOR. RALPH C. ST/PUTHERS IMF-j 90W Agenf.

THROTTLE VALVE CONTROL DEVICE Ralph C. Struthers, North Hollywood, Calif., assignor,

by mesne assignments, to Struthers Manufacturing Company, Mentone, Calif., a corporation of Nevada Application November 13, 1952, Serial No. 320,192

4 Claims. (Cl. 1923) This invention relates generally to speed controlling devices and more particularly to a device for controlling the speed of a vehicle engine having a fuel throttle or accelerator. Specifically, the invention is concerned with means for maintaining the carburetor control in different selected positions of adjustment so as to cause the engine to operate continuously at any desired speed.

The traveling speeds of automobiles, trucks and other vehicles is usually controlled by an accelerator pedal which is depressed and released by the driver to increase and decrease the speed of the vehicle engine, the accelerator being connected by suitable linkage to the shaft of a butterfly valve within the carburetor to open and close the same and to actuate the fuel injector plunger of the carburetor. In the past it has been customary to provide an auxiliary control, in the nature of a rotatable throttle lever on the steering wheel or a push-pull, knob-actuated button on the dashboard of the vehicles. Such mechanically operated control means operate independently of the accelerator control and may be set at various selected positions to maintain the butterfly valve and associated parts of the carburetor at positions affecting desired engine operating speeds. Such an auxiliary control is highly desirable, particularly when the vehicle is traveling a long distance, operation of the control permitting the driver to remove his foot from the accelerator, at least occasionally, to reduce the fatigue which is brought about when the driver is compelled to remain in a fixed position over a relatively long period of time. Present day automobiles are seldom equipped with such auxiliary speed controls and as a result it is necessary that the operator maintain his or her foot on the accelerator and this results in fatigue and discomfort.

It is therefore an object of my invention to provide a speed control device for vehicle engines which functions to maintain the engine at any desired speed, the device being associated with the accelerator means and adapted to retain the latter in any position or; setting of the same. Stated another way, the present device functions to lock the speed control in any position to which it may be set by the accelerator.

Another object of the invention is to provide a speed control device, of the character referred to, which normally is inoperative when it is necessary that the speed of the vehicle be accelerated and decelerated in congested trafiic, but which may be readily energized by the driver to maintain a predetermined cruising speed, as when the vehicle is traveling along an open highway.

Another object of the invention is to provide a speed control device of the type indicated which embodies an electric circuit including an electromagnet having an armature rotatable within the fixed electromagnetic coil and carrying an iron brake disc, said armature and disc being suitably, coupled to a shaft of the carburetor to turn therewith as the shaft is partly rotated to increase and decrease the supply of liquidfuel to the engine cylinders.

In accordance with the invention. the circuit also includes a manually operable switch accessible to the vehi- Patented Oct. 2, 1956 cle operator and adapted, when closed, to effect en'ergization of the electromagnetic coil and thereby cause the disc to be drawn against themagnet core so as to lock the shaft against further rotation. Thus, by this arrangement, the shaft may be retained in any position of adjustment so as to maintain the engine speed at anydesired value. In another embodiment of the invention, the core of the electro- I magnet may be fixedly mounted adjacent a push-rod of the accelerator linkage and adapted, when energized, to exert a magnetic pull on the rod so as to lock the same in any desired position.

A further object is to provide a device, of the class referred to, in which the electromagnet circuit is connected in series with the stop-light circuit of the vehicle and bypasses the pedal-actuated stop-light switch, the arrangement being such that closing of the stop-light switch deenergizes the electromagnet circuit so that the carburetor control is unlocked to allow it to assume an idling position when the wheel brakes are applied.

Another object is to provide a speed control device having means for mounting the electromagnet core for partial rotation. By this structure, after the accelerator linkage has been locked by the electromagnet to maintam a selected minimum speed, the speed may be increased at any time by simply depressing the accelerator pedal. In accordance with the invention, spring means is provided for returning the electromagnet to its first position when the accelerator pedal is again released, so as to again retam the accelerator linkage in its original setting to maintain said minimum speed.

A still further object of the invention is to provide'a speed control device which is simple in construction, economical to produce and to apply to existing vehicles and to incorporate in the carburetor control mechanism of new vehicles, andone which is highly practical and positive in action.

Further objects of the invention will appear from the following description and from the drawing, which is in tended for the purpose of illustration only, and in which:

Fig. l is a perspective view of a portion of a vehicle engine and its carburetor, showing the present speed control dev1ce applied to use in connection with the accelerator linkage;

Fig. 2 is a sectional plan view through the device, taken on line 2-2 of Fig. 1;

Fig. 3 is an end view, shown part-sectional on line 33 of Fig. 2;

gig. 4 is a diagram of the electric circuit for the device; an

Fig. 5 is a side view of a speed control device of alternative construction and associated electric circuit.

Referring first to Figs. 1 through 3, my speed control device is herein shown as employed in connection with the conventional internal combustion engine 5 of a vehicle, the engine including a carburetor, indicated generally by the reference numeral 6. The carburetor 6 has the usual butterfly valve 7 mounted on a shaft 8 which also carries an arm 9. The arm 9 is connected to one arm of a bell-crank lever 10 which is carried by a movable element, such as a stub-shaft 11 adapted for partial rotation in the side of the carburetor housing. The other arm of the bell-crank lever 10 is connected to a pushrod 12 which, in turn, is operatively connected to the accelerator pedal (not shown), actuation of pedal turning the lever in counter-clockwise direction, as viewed in Fig. 1, to open the butterfly valve 7. In accordance with conventional motor vehicle carburetor controls a return spring, not shown, is provided for returning the parts to their idling positions.

The conventional vehicle also includes a stop-light 15 which is incorporated in an electric circuit 16 having a 3 battery 17 and a switch 18, the latter being of the com ventional pressure-actuated type manually employed in connection with the master cylinder 19 of the hydraulic brake system, the several elements 15, 17 and 18 being connected in the circuit as shown in Fig. 4.

The present device includes an electrically energizable locking means, such as an electromagnet 20. The electromagnet has a cup-shaped iron core 21 provided with a central, cylindrical portion '22, the end edge of which is in substantial alignment with the edge of the outer core portion 21. Disposed within the annular space between the portions 21 and 22 is an electromagnebwinding 25, which is connected in an auxiliary electric circuit 26 as shown in Fig. 4, the circuit 26 being connected in series with the circuit 16.

The electromagnet core portion 22 has an axial bore through which extends a shaft 30, the core thus being loosely mounted on the shaft. One end of the shaft or armature projects from the forward end of the core and is connected to the stub-shaft 11 by means of a collar or coupling 31. The other end of the shaft 30 projects from the rearward end of the core 22 and is iournaled in a hearing at the end of a bracket 33, the latter being suitably mounted on the engine 5, as by one of the cylinderhead bolts 34.

The shaft 30, which may be a brass rod, carries an iron disc 35 which normally is spaced axially from the the car, the button of the switch 40 is again depressed forward annular. edge of the outer core portion 21 a distance of a few thousandths of an inch. Screwed into the rearward end of the electromagnet core 21 is a stop screw 36. A coil spring 37 has one end connected to the head of the screw 36 and its other end anchored to the bracket 33. By this structure, the entire electromagnet 20 is adapted to rotate through a part revolution in clockwise direction as viewed in Fig. 3, for the purpose to be later explained, and to be returned in counterclockwise direcoperation thereof is as next outlined.

Assuming that the device is mounted on the engine and connected in the circuit as described above, and that the switch 40 is open and the engine running, to increase or decrease the speed of the vehicle, the operator simply depresses the accelerator pedal or decreases pressure against the same.

In the event that the vehicle is traveling along the open highway and the operator desires to maintain the car at a selected speed, while at the same time relieving him of the tiresome task of continuously depressing the accelerator pedal, the carburetor control is first adjusted to attain the desired speed of travel, after which the switch 40 is opened by depressing its actuating button. Closing of the switch 40, and thereby the circuit 26, causes flow of positive current from the battery 17 through the electromagnet coil 25 and the stop-light 15 to ground. Energization of the electromagnet 20 creates a magnetic field which draws the pole-piece or disc 35 axially against the end of the core 21. Thus, the disc 35, and the shaft to which it is afiixcd, are locked against rotation in either direction so that the butterfly valve 7 and associated carburetor elements are positively retained in their adjusted position to maintain the desired minimum speed of the vehicle. It will be understood that the electromagnet core 21 is prevented from rotating counterclockwise by the engagement of the screw 36 wth the bracket 33. The operator then may remove his or her foot from the accelerator pedal so as to fatigue.

to open the circuit 26 so as to deenergize the electromagnet 20 and thereby release the disc 35 to allow rotation of the shaft 30 to idling position. The operator then may readjust the accelerator control means to obtain the selected minimum speed, after which the electromagnet is again energized to lock the shaft 30 against rotation.

After the speed control has been locked to maintain a selected minimum cruising speed, the speed of the vehicle may be increased at any time without manipulating the devices 20, 40 but may not be decreased without first deencrgizing the electromagnet. To increase the cruising speed it is only necessary for the operator to further depress the accelerator pedal, this action causing the shaft 30, 11, the disc 35 and the entire electromagnetic 20 to turnin clockwise direction against the action of the spring 37. Thus, the present electromagnetic lockingror braking device allows increase in speed above the minimum setting but prevents decrease in speed below the set minimum until the switch 40 is actuated.

It will be understood that the switch 40 being closed causes plus current to flow from the ignition switch 38 to the coil windings 25 to energize the electromagnet 20, the current then flowing through the stop-light 15 to ground. The coil winding 25 is, in effect, a resistance and thus a current potential is built up therein, the coil being so designed that the current flow therethrough is slightly less than that required to light the stop signal lamp. However, closing of the stop-switch 18 causes the positive current to by-pass the coil 25 and thus flow directly through the lamp 15 to ground so as to light the lamp. At the same time, positive current flows to both ends of the winding 25 so that the electromagnet is neutralized and thus automatically deenergized when the vehicle brakes are applied, the carburetor control consequently being automatically unlocked and permitted to assume an idling position. When the vehicle is again started following such a stop, it is necessary to gradually accelerate the engine speed and for this reason the operator actuates the switch 40 to open the circuit 26, this being necessary to prevent locking of the carburetor control at the idling speed when the brake pedal is rerod of the accelerator linkage; for example the rod 50' connected to and operated directly from the accelerator pedal 51. The electromagnet 20, which has an iron core 21' and a coil winding 25', may be carried by a bracket connected to the frame of a vehicle. As in the structure illustrated in Figs. 1 through 4, the winding 25' is connected in an auxiliary circuit 26' which is arranged in series to the stop-light circuit 16. An iron plate or block 53 carried by the push rod 50 is adapted to be drawn'against the core 21', when the electromagnet 20' is energized by closing the manually operated switch 40, so as to lock the carburetor control means in selected settings.

It will be observed from the foregoing that my inventron provides a simple, yet highly practical, device which functions to lock the accelerator linkage of a vehicle engine in selected positions so as to maintain the speed of the engine at desired speeds. By this means, driving of the vehicle is simplified and fatigue, usually caused by constant manipulation of the foot accelerator, is avoided. When driving in zones where tratlice lights areset to operate at certain intervals, the control means may serve to maintain the speed of the car at the established legal speed, thus enabling the driver to approach each trafic signal at the right time to allow uninterrupted travel.

As a particular feature of the invention, the electro magnet core is so mounted that it may turn in advance direction after it has been energized. By this provision, the speed of the vehivle can be increased as, for example, when it is desired to pass another car, by simply depressing the accelerator in the usual manner, subsequent removal of the foot from the accelerator restoring the carburetor control elements to their original minimum speed setting as previously established by the control device. Thus, the speed may be increased at any time without manipulating the control device and may be decreased to idling by simply deenergizing the electromagnet.

As a further feature, the present device is so connected in the stop-ligh circuit that when the vehicle brake is applied the carburetor control elements are automatically unlocked to allow the engine to immediately assume its idling speed.

The present locking or braking device comprises a minimum number of parts and thus may be manu- [factured at a relatively low cost. Moreover, the device may be readily applied to existing 'vehicles as an accessory and may also be incorporated in new vehicles during the manufacture thereof. In this respect, it will be understood that the size of the electromagnetic winding, that is, the size of the wire and number of turns, will vary in accordance with the particular characteristics the electrical system of the vehicle.

In accordance with the provisions of the patent statutes, I have described the principle of operation of my invention, together with the devices which I now consider to represent the best embodiments thereof, but I desire to have it understood that the devices shown are only illustrative and that the invention may be carried out by further modified means.

I claim as my invention:

l. A speed-setting control mechanism comprising a stationary supporting element, a second element rotatably mounted with respect to said stationary support element, a third element rotatably mounted on said stationary support element for movement in the same direction as said second element, cooperating abutment means on two of said elements for limiting relative rotation between said two of said elements in a speed-decreasing direction, yieldable means connecting said two of said elements together for urging said abutment means together in a speed decreasing direction, a manually operated speed control pedal, one of said rotatable elements being connected directly without lost motion to the manually operated speedcontrolling pedal and connectable to the speed control of a variable speed machine, electro magnetic clutch means between said element connected directly to said pedal and to one of said elements having an abutment means whereby said element connected to said speed control and said one of said elements having an abutment are locked together for movement together upon actuation of said pedal, said element connected to said pedal and speed control being freely operable in a speed increasing direction in opposition to the yieldable means to separate said abutments when said clutch is energized, and switch means to de-energize said electro magnetic clutch whereby said pedal'and speed control may be moved to a selected speed position independently of said one element having an abutment and while the abutment of said one element having an abutment engages the abutment of the other element having an abutment and thereafter said switch means may be closed to retain said other element 6 magnetic clutch is released, permitting the control to return to 'slow speed.

'2. A speed-setting control 'mechanismcomprising a stationary support element, a second element rotatably mounted on said stationary support element, a third element rotatably mounted in said stationary support ele ment for movement in the same direction as said second element, first abutment means on said stationary support element, second abutment means on said second element for engagement with said abutment means on said stationary support element for limiting rotation of said second element in a speed decreasing direction, said abutment means permitting said third element to rotate independently of said second element in a speed increasing direction, yieldable means connecting said second and third elements to urge said abutment means'together,

said third element being connected directly and without lost motion to a speed-controlling manually operated pedal and to the controlof a variable speed machine, electro magnetic clutch means between said second and said third elements whereby said second and third elements will rotate together when said electro magnetic clutch is energized whereby the movement of said third element in a speed-decreasing direction is limited by said first and second abutments engaging one another, said third element being freely rotatable separating said abutments in a speedincreasing direction, switch means to de-energize said electro magnetic clutch whereby said pedal may be manually operated to selected speed position causing said third element to rotate independently of said second element and while the abutment of said second element engages the abutment of said stationary support element and thereafter said switch means may be closed to retain said second abutment in fixed relation to said third element to limit the speed reducing movement of said third element, a brake actuated switch arranged in the circuit of said electromagnetic clutch and a clutch release switch arranged in circuit with said electromagnetic clutch, whereby when the brakes of a vehicle are applied or the clutch release switch is actuated the magnetic clutch is released, permitting the control to return to slow speed.

3. A control device for controlling the speed of the engine of a motor vehicle having a stop light circuit includinga battery, a lamp and a brake-actuated switch in series, and also having a movable speed-regulating element for the engine, comprising: a control circuit connected betweenone side of the battery and a point in said stop light circuit intermediate said brake-actuated switch and said lamp; a normally energized electro magnet having its coil connected in said control circuit, said electro magnet being operatively connected to said speedregulating means for controlling the movement thereof; and a manually operable switch in said control circuit, said electro magnet coil and said manually operable switch being in series, current flow normally being from said one side of said battery through said manually operable switch, said electro magnet coil and lamp to the other side of said battery, said coil providing sutficient resistance to prevent lighting of the lamp, while permitting sufficient current to operate said coil, closing of said brake-actuated switch effecting current fiow from said one side of the battery directly through the lamp to the other side of the battery so as to simultaneously light the lamp and shunt said control circuit so as to deenergize the same.

\ 4. A control device for controlling the speed of the engine of a motor vehicle having a stop light circuit including a battery, a lamp and a brake-actuated switch in series, and also having a movable speed-regulating element for the engine comprising: a control circuit connected between one side of the battery and the stop light circuit between the brake-actuated switch and the lamp; a manually operable normally closed switch and an electro magnet, said last-named switch and the coil of the electro magnet being in series in said control circuit, said magnet is energized, to move with said element in a speed-increasing direction, said movable part being spring actuated in the opposite direction to a predetermined fixed stop position upon de-energization of the electro magnet in response to momentary opening of said manually operable switch so that upon immediate closing of the latter switch the electro magnet is reen ergized and said movable part is recoupled to the speed-regulating element for movement in a speed increasing direction,

speed-regulating element and operative, when the electro releasing of said element effecting return of said spring actuated part to said predetermined stop position so as to maintain the engine at a selected speed, while allowing movement of the speed-regulating element in a speedincreasing direction, current flow normally being from said side of the battery, through said manually operable switch, said electro magnet coil and lamp to ground, said coil providing suflicient resistance to prevent lighting of the lamp, closing of said brake-actuated switch efiecting 20 current flow from said one side of said battery through the lamp to ground so as to simultaneously light the lamp and shunt said control circuit so as to cancel the flow of current through the coil and thus tie-energize the same to free said speed-regulating element so that movement of the latter to engine idling position is permitted.

References Cited in the file of this patent UNITED STATES PATENTS 1,986,461 Bellis Ian. 1, 1935 2,159,772 Schroedter May 23, 1939 2,270,002 Glick Ian. 13, 1942 2,423,006 Chambers et a1 June 24, 1947 2,453,054 Whiffen Nov. 2, 1948 2,467,485 Krieg Apr, 19, 1949 2,471,690 Howland May 31, 1949 2,533,836 Patterson Dec. 12, 1950 2,554,619 Goik May 29, 1951 2,638,016 Munson May 12, 1953 2,658,591

Medlar Nov. 10, 1953 

